Railway Car Loading Rack

ABSTRACT

A loading rack includes at least one support structure having a plurality of support legs; at least one shelf support disposed in connection with each of the at least one support structures; at least one shelf having a surface disposed in connection with each of the shelf supports; and at least one base disposed in connection with each of the at least one support structures and opposite each of the shelf supports, wherein the loading rack supports a vertical load of no less than about 6,000 pounds.

FIELD OF THE INVENTION

The invention relates to railcars and, more particularly, to railway carloading racks.

BACKGROUND OF THE INVENTION

Loading racks for railway cars are typically constructed with steel orother high strength alloys in order to provide the strength anddurability required to support tons of cargo. Although such racks meetthe requisite structural requirements to support cargo, these steelracks exhibit several disadvantages.

First, steel racks are heavy by virtue of their material. According toregulations promulgated by the Association of American Railroads, aperson must be able to manually lift and set a rack in place. Theregulations state each section of loading racks, that is, a singleloading rack, must weigh no more than 40 pounds. To compensateadditional steel racks of smaller size must be used which incursadditional materials, increased loading time and worker's hourly time,and their related expenses.

Secondly, steel racks and their cargo, like any items being transported,inevitably move to some extent and damage the railway car's interior.Railway cars fitted with insulation material or other coverings cannotafford to experience such damage. Damaged insulation material, e.g.,paneling, causes thermal shorts and the railway car's internaltemperature increases as a result. In addition, the cargo may alsobecome compromised. Moreover, the railway car must be fixed immediatelyto prevent the overall UA value from falling below the regulationspromulgated by the Association of American Railroads.

Consequently, there exists a need for a loading rack design that permitsthe double loading of cargo in a railway car.

There also exists a need for a loading rack design that permits loadingcargo in a loading area above the racks within a railway car withoutrequiring loading cargo beneath the racks.

There further exists a need for a loading rack design that will maximizethe amount of loadable cargo space within the railway car and stillmaintain the requisite weight limits.

SUMMARY OF THE INVENTION

In accordance with one aspect of the present disclosure, a loading rackbroadly comprises at least one support structure having a plurality ofsupport legs; at least one shelf support disposed in connection witheach of the at least one support structures; at least one shelf having asurface disposed in connection with each of the shelf supports; and atleast one base disposed in connection with each of the at least onesupport structures and opposite each of the shelf supports, wherein theloading rack supports a vertical load of no less than about 6,000pounds.

In accordance with another aspect of the present disclosure, the loadingrack broadly comprises a first support structure having a first supportleg, a second support leg and a third support leg; a second supportstructure having a first support leg, a second support leg and a thirdsupport leg; a third support structure having a first support leg, asecond support leg and a third support leg; a first shelf supportmounted to said first support structure; a second shelf support mountedto said second support structure; a third shelf support mounted to saidthird support structure; a first base mounted to said first supportstructure opposite said first shelf support; a second base mounted tosaid second support structure opposite said second shelf support; athird base mounted to said third support structure opposite said thirdshelf support; and at least one shelf mounted to said first shelfsupport, said second shelf support and said third shelf support.

In accordance with yet another aspect of the present disclosure, theloading rack broadly comprises a support structure having a firstsupport leg, a second support leg and a third support leg; a shelfsupport mounted to said support structure; a base mounted to saidsupport structure opposite said shelf support; and at least one shelfmounted to said shelf support.

In accordance with still yet another aspect of the present disclosure,the loading rack broadly comprises a first support structure having afirst support leg, a second support leg, a third support leg, a firstbracing member disposed transversely from a first end of said firstsupport leg across said second support leg to an opposing end of saidthird support leg, and a second bracing member disposed transverselyfrom a first end of said third support leg across said second supportleg to an opposing end of said first support leg; a second supportstructure having a first support leg, a second support leg, a thirdsupport leg, a first bracing member disposed transversely from a firstend of said first support leg across said second support leg to anopposing end of said third support leg, and a second bracing memberdisposed transversely from a first end of said third support leg acrosssaid second support leg to an opposing end of said first support leg; athird support structure having a first support leg, a second supportleg, a third support leg, a first bracing member disposed transverselyfrom a first end of said first support leg across said second supportleg to an opposing end of said third support leg, and a second bracingmember disposed transversely from a first end of said third support legacross said second support leg to an opposing end of said first supportleg; a first shelf support having at least one pair of shelf bracketingmembers and mounted to said first support structure; a second shelfsupport having at least one pair of shelf bracketing members and mountedto said second support structure; a third shelf support having at leastone pair of shelf bracketing members and mounted to said third supportstructure; a first base mounted to said first support structure oppositesaid first shelf support; a second base mounted to said second supportstructure opposite said second shelf support; a third base mounted tosaid third support structure opposite said third shelf support; and atleast one shelf engaged to said at least one pair of shelf bracketingmembers and mounted to said first shelf support, said second shelfsupport and said third shelf support.

The details of one or more embodiments of the invention are set forth inthe accompanying drawings and the description below. Other features,objects, and advantages of the invention will be apparent from thedescription and drawings, and from the claims.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a representation of a loading rack of the present disclosure;

FIG. 2 is a representation of another loading rack of the presentdisclosure;

FIG. 3 is a representation of yet another loading rack of the presentdisclosure;

FIG. 4 is a representation of a second support leg of the loading rackof FIG. 3;

FIG. 5 is a representation of a first or third support leg of theloading rack of FIG. 3;

FIG. 6 is a representation of a shelf support for the second support legof FIG. 4;

FIG. 7 is a representation of a shelf support for the first or thirdsupport leg of FIG. 5;

FIG. 8 is a representation of a shelf for use with all the loading racksof the present disclosure;

FIG. 9 is a representation of an end view of the shelf of FIG. 8;

FIG. 10 is a flowchart representing a process of manufacturing a loadingrack of the present disclosure;

FIG. 11 is a flowchart representing a process of loading a railway carutilizing a loading rack of the present disclosure;

FIG. 12 is a photograph of a loading rack of the present disclosurebeing installed within a railway car;

FIG. 13 is a photograph of the loading rack of FIG. 2 having a firstskid disposed within a first loading area and a second skid disposedwith a first loading area;

FIG. 14 is a photograph of the loading rack of FIG. 2 having a firstskid disposed within a second loading area; and

FIG. 15 is a representation of a plurality of loading racks having aplurality of skids loaded within a plurality of first loading areas anda plurality of second loading areas;

FIG. 16 is a representation of another exemplary embodiment of aplurality of loading racks having a plurality of skids loaded within asecond loading area;

FIG. 17 is a representation of an exemplary embodiment of a mountingdevice(s) for use with the loading racks of the present disclosuredescribed herein; and

FIG. 18 a is a representation of a loading diagram for a railway carutilizing the loading racks of the present disclosure;

FIG. 18 b is another representation of the loading diagram of FIG. 18 a;

FIG. 18 c is yet another representation of the loading diagram of FIG.18 a;

FIG. 19 is a representation of a computer-generated structural analysisprofile of the loading rack design of FIG. 1;

FIG. 20 is a representation of a first buckling mode of the loading rackdesign of FIG. 19;

FIG. 21 is a representation of a second buckling mode of the loadingrack design of FIG. 19;

FIG. 22 is a representation of a third buckling mode of the loading rackdesign of FIG. 19;

FIG. 23 is a representation of another computer-generated structuralanalysis profile of the loading rack design of FIG. 1;

FIG. 24 is a representation of a deformation mode of the loading rackdesign of FIG. 23;

FIG. 25 is a representation of a stress mode of the loading rack designof FIG. 23;

FIG. 26 is a representation of a computer-generated structureal analysisprofile of the loading rack design of FIG. 2;

FIG. 27 is a representation of a first buckling mode of the loading rackdesign of FIG. 2;

FIG. 28 is a representation of a second buckling mode of the loadingrack design of FIG. 2;

FIG. 29 is a representation of a third buckling mode of the loading rackdesign of FIG. 2;

FIG. 30 is a representation of another computer-generated structuralanalysis profile of the loading rack design of FIG. 2;

FIG. 31 is a representation of a deformation mode of the loading rackdesign of FIG. 30; and

FIG. 32 is a representation of a stress mode of the loading rack designof FIG. 30.

Like reference numbers and designations in the various drawings indicatelike elements.

DETAILED DESCRIPTION

As used herein, the term “railway car” means a freight car, boxcar,hicube boxcar, refrigerator car, flatcar, conflat (United Kingdom),lowmac (United Kingdom), well car and any other freight car capable ofbeing loaded through a side door or an end door.

As used herein, the term “skid” means a skid, pallet or other portableplatform having a substantially flat or flat surface for storing ormoving goods that are stacked on it.

Referring now to FIGS. 1-3, representations of loading racks of thepresent disclosure are shown. Referring specifically to FIG. 1, aloading rack 10 may generally comprise a first support structure 12, asecond support structure 14 and a third support structure 16. Eachsupport structure 12, 14, 16 may comprise a plurality of legs 24, 26, 28disposed in connection with a base 18 at one end and a shelf support 20at the opposing end. The first support structure 12 and third supportstructure 16 may be disposed at either end of the shelf 22, while thesecond support structure 14 may be disposed at a substantially centeredarea of the shelf 22 and between the first support structure 12 andthird support structure 16. A shelf 22 may be disposed upon the shelfsupports 20. The shelf 22 may comprise a single continuous shelf or morethan one piece of shelving disposed across the first, second and thirdsupport structures 12, 14, 16 as shown in FIG. 1. The shelf 22 maycomprise a plurality of hollow composite pieces aligned side-by-side andattached together using any one of a number of techniques known to oneof ordinary skill in the art. Each shelf 22 may include a first edge 27and a second edge 29 that are each designed to engage a mounting device(See FIG. 16), which will be discussed below in further detail.

The loading rack 10, along with a railway car, may generally define afirst loading area 35 located above the shelf 22 and at least one secondloading area 31, 33 located beneath the shelf 22. A first loading area35 may be defined by the shelf 22, a first sidewall, a first endwall, asecond sidewall and a ceiling of the railway car. The second loadingarea 31 may be defined by the first support structure 12, the shelf 22,the second support structure 14 and a floor of the railway car. Anothersecond loading area 33 may be defined by the second support leg 14, theshelf 22, the third support structure 16 and the floor of the railwaycar.

Referring specifically now to FIG. 2, another representative loadingrack of the present disclosure is shown. A loading rack 40 may generallycomprise a first support structure 42 having a plurality of legs 43, 45,47 disposed in connection with a base 50 at one end and shelf support 48at the opposing end. A shelf 52 may be disposed upon the shelf support48. The shelf 52 may comprise a single continuous shelf or, in thealternative, may comprise more than one piece of shelving disposedacross the first support structure 42. In another alternativeembodiment, the shelf 52 may include at least one skid support 54comprising a substantially flat surface. Generally, the shelf 52 mayinclude a first edge 56 and a second 58 that are each designed to engagea mounting device, such as a slide rail, (See FIG. 16) of a railway car,which will be discussed in further detail.

The loading rack 40, along with a railway car, may generally define afirst loading area 55 located above the shelf 52 and at least one secondloading area 51, 53 located beneath the shelf 52. A first loading area55 may be defined by a shelf 52 of the loading rack 40 and a firstsidewall, a first endwall, a second sidewall and a ceiling of therailway car. The second loading area 51 may be defined by the supportleg 44 and shelf 52 of the loading rack 40 and a floor, a first sidewalland a first endwall of the railway car. Another second loading area 53may be defined by the support leg 44 and shelf 52 of the loading rack 40and a floor, a second sidewall and a first endwall of the railway car.

Referring now to FIGS. 3-9, yet another representative loading rack ofthe present disclosure is shown. A loading rack 60 may generallycomprise a first support structure 62, a second support structure 64 anda third support structure 66. Each support structure 62, 64, 66 maycomprise a plurality of support legs 63, 65, 67 disposed in connectionwith a base 68 or 69 at one end and a shelf support 70, 75 at anopposing end. The plurality of legs 63, 65, 67 may be reinforced by apair of bracing members 72, 74 as illustrated in FIGS. 3-5. The firstbracing member 72 may be disposed transversely from a first end of thefirst support leg 63 across a second support leg 65 to an opposing endof the third support leg 67. The second bracing member 74 may bedisposed transversely from a first end of the third support leg 67across the second support leg 65 to an opposing end of the first supportleg 63. Each shelf support 70, 75 may include a pair of shelf bracketingmembers 71, 73 designed to hold the shelf 76 in place and prevent itsmovement during transport. The shelf 76 may be disposed upon the shelfsupports 70, 75. The shelf 76 may comprise a single continuous shelf ormore than one piece of shelving, e.g., two pieces of shelving disposedacross the first, second and third support structures 62, 64, 66. Theshelf 76 may comprise a solid piece of composite material, a pluralityof hollow composite pieces aligned side-by-side as illustrated in FIG.1, or a plurality of solid and hollow composite pieces disposedside-by-side as illustrated in FIGS. 8 and 9. The plurality of solid andhollow composite pieces may be attached together using any one of anumber of techniques known to one of ordinary skill in the art.Generally, shelf 76 may comprise a first edge 67 and a second edge 69that are each designed to engage a mounting device (See FIG. 16), whichwill be discussed in further detail.

The loading rack 60, along with a railway car, may generally define afirst loading area 78 located above the shelf 76 and at least one secondloading area 80, 82 located beneath the shelf 76. The first loading area78 may be defined by the shelf 76 and a first sidewall, a first endwall,a second sidewall and a ceiling of the railway car. The second loadingarea 80 may be defined by the first support structure 62, shelf 76,second support structure 64 and a floor of the railway car. Anothersecond loading area 82 may be defined by the second support structure64, the shelf 76, the third support structure 66 and the floor of therailway car.

To support a vertical load of about 6,000 lbs. or greater the loadingracks 10, 40, 70 may be composed of a combination of materials. Thesupport legs may be constructed of a metal or alloy and have asubstantially tubular structure. Each support leg may comprise threesubstantially tubular metal structures that are welded at their firstends to the base support and at their second ends to the shelf supports.For example, each substantially tubular metal structure may comprisealuminum tubes. The base supports and shelf supports may also comprise ametal or alloy, such as aluminum or an aluminum alloy. Other metals andalloys may be employed, particularly metals or alloys that may be stakedor ultrasonically welded as known to one of ordinary skill in the art.The shelves may generally comprise a plastic, e.g., thermoset,thermoplastic, and the like, or composite material, e.g., a fiberreinforced resin, thermoset, thermoplastic, foam, and, in particular,polyester and urethane based polymers, combinations comprising at leastone of the foregoing, and the like. The shelves may be constructed fromthe aforementioned materials using processes such as vacuum infusion,resin transfer molding (RTM), scrim, pultrusion, combinations comprisingat least one of the foregoing processes, and the like. With respect toplastic materials, shelves constructed using urethane based polymers aremore robust in strength and exhibit greater durability than shelvesconstructed from other plastics.

Referring specifically now to FIG. 10, the loading racks of the presentinvention may be manufactured according to the process(es) illustratedin the flowchart(s) of the present disclosure. In preparation of beingaffixed, the metal or alloy-based parts may be abrasively cleaned atstep 90 as known to one of ordinary skill in the art. Afterwards, theabrasively cleaned parts may be washed in a mild detergent at step 92,and then rinsed off at step 94. A shelf support may be affixed to thefirst end of each support structure at step 96 of FIG. 10. The shelfsupport may be welded to the first end using any one of a number ofwelding techniques known to one of ordinary skill in the art based uponthe metal or alloy being employed. The base may be affixed to the secondend of a support structure at step 98 of FIG. 10. The foot may also bewelded to the second end using any one of a number of welding techniquesknown to one of ordinary skill in the art based upon the metal or alloybeing employed. The shelf may be affixed upon the shelf supports at step100 of FIG. 10. Generally, the shelf may be affixed to the shelfsupports using any one of a number of techniques for attaching togetherparts composed of different materials, e.g., plastic or composite (ofthe shelf 22, 52, 76) and a metal or an alloy (of the shelf support 20,48, 70). In particular, a plastic or composite-based shelf may beaffixed to a metal-based shelf support using a staking technique orultrasonic welding operation. Suitable staking techniques may includecold staking, heat staking, thermostaking, ultrasonic staking, and thelike. In the alternative, the plastic or composite-based shelf may bemechanically attached to the metal-based shelf support. Suitablemechanical attachments may include any one of or a combination ofmechanical fasteners including but not limited to dowels, brackets,staples, screws, bolts, nails, rivets, adhesives, sealants, combinationscomprising at least one of the foregoing, and the like.

Referring now to FIGS. 11-16, a flowchart representing a process(es) fordouble loading a railway car of the present disclosure is shown.Generally, the exemplary process described herein may be utilized whendouble loading a railway car equipped with a side door. However, theexemplary process may be adapted to double load a railway car equippedwith an end door as well without the need for additional loadingequipment.

The aforementioned loading racks 10, 40 or 70 may be employed in theexemplary process described herein. Prior to loading the railway car, atleast one loading rack may 10, 40, 70 be installed at step 110 of FIG.11. For example, the support structures 12, 14, 16 may be disposedwithin the railway car as shown in the photograph of FIG. 12. Inparticular, the first support structure 12 may be placed upright upon afloor 120 and adjacent to a first sidewall 122 and first endwall 124 ofthe railway car. The third support leg 16 may be placed upright upon thefloor 120 and adjacent to a second sidewall 126 and first endwall 124 ofthe railway car. The second support structure 14 may be placed uprightupon the floor 120 and adjacent to the first endwall 124 as shown andsubstantially centered between the first support structure 12 and thirdsupport structure 16. In this embodiment, the shelf 22 has yet to bemounted to the support structures 12, 14, 16. Referring now to FIG. 13,the shelf 22 may be mounted upon the shelf supports 20 of each supportstructures 12, 14, 16, such that the shelf 22 may be disposed againstthe first endwall 124.

Referring now to FIGS. 11, 13 and 14, once the loading rack 10 isinstalled, at least one skid 130 may be loaded in the first loading area35 at step 112 of FIG. 11. The skids 130 may be placed in a firstloading area 35 located above the shelf 22 of the loading rack 10 (SeeFIG. 13). Generally, skids 130 with stacked cargo 98 of FIG. 14 may beloaded into the railway car in accordance with Standards RP-810, RP-811,and RP-812 of the Association of American Railroads Manual of Standardsand Recommended Practices, publ. The Association of American Railroads,Washington, D.C., Section N (Feb. 2, 2007) at steps 114 and 116 of FIG.11. When employing loading racks 40, the skids may be placed in a firstloading area 55. When employing loading racks 70, the skids may beplaced in loading areas 78 as described with respect to loading skidswith loading racks 10.

In an alternative embodiment shown in FIG. 16, the loading racks 10, 40and 70 may be pre-assembled and installed within the railway car. Asdescribed above, the shelves 22, 52, 72 of the loading racks 10, 40, 70may include first and second edges 27, 29, 57, 59, and 67, 69respectively. These first and second edges 27, 29, 57, 59, 67, 69 aredesigned to engage a mounting device 99 affixed to the first sidewall122 and second sidewall 126 of the railway car. The mounting device mayinclude a ledge, groove, slot and the like, extending the entirety ofeach sidewall 122, 126 and disposed at a height sufficient to engage thefirst and second edges 27, 29, 57, 59, 67, 69 of the shelves 22, 52, 72.The first and second edges 27, 29, 57, 59, 67, 69 may slideably engageeach ledge, groove, slot and the like, and slide along the mountingdevice 99 until making contact with the first endwall 122 or anotherloading rack 10, 40, 70.

In yet another alternative embodiment, the loading racks 10, 40, 70 maybe pre-assembled and installed within the railway car. As describedabove, the shelves 22, 52, 72 of the loading racks 10, 40, 70 mayinclude first and second edges 27, 29, 57, 59, 67, 69 respectively.These first and second edges 27, 29, 57, 59, 67, 69 are designed toengage a mounting device 160 affixed to the first sidewall 122 andsecond sidewall 126 of the railway car. The first and second edges 27,29, 57, 59, 67, 69 may include a male/female component of a mechanicalfastener. The mounting device may include a component complimentary tothe male/female component of the edges. Referring specifically now toFIG.. 17, the mounting device may include any one of or a combination ofmechanical fasteners including but not limited to brackets, joints,combinations comprising at least one of the foregoing, and the like. Themounting devices may be disposed along the first and second sidewalls90, 94 at a distance apart from each other sufficient to accommodateeach loading rack 10, 40, 70 being installed and loaded, and at a heightsufficient to engage the first and second edges 27, 29, 57, 59, 67, 69of the shelves 22, 52, 72.

Referring now to FIG. 15, once at least one or a plurality of firstskids 140 are loaded in the first loading area 35 additional first skids140 may be double loaded as known to one of ordinary skill in the artinto at least one second loading area 31, 33 beneath the loading rack10. Again, skids 140 stacked with cargo 142 may be loaded into therailway car in accordance with Standards RP-810, RP-811, and RP-812 ofthe Association of American Railroads Manual of Standards andRecommended Practices, publ. The Association of American Railroads,Washington, D.C., Section N (Feb. 2, 2007). When employing loading racks40, the skids 140 may be placed in second loading areas 51, 53.

When loading a railway car equipped with a side door, the railway carmay be divided into three sections, e.g., a first half 150 beginningfrom a first edge of the side door to the first endwall, a second half152 beginning from a second edge of the side door to the second endwall,and an area 154 in front of the side door (see FIGS. 18A, 18B and 18C).The skids may either be loaded via the side door into the first half 150or the second half 152 of the railway car according to the loadingdiagram of FIG. 16. After loading each half 150, 152 of the railway car,additional skids may be loaded into the area 154 in order to maximizethe amount of space remaining in the railway car.

In the alternative, the railway car may be equipped with an end door.Rather than dividing the railway car into halves, the entire length ofthe railway car may be utilized. The loading racks 10, 40, 70 may beinstalled and/or loaded one at a time into the railway car untilreaching a second end wall, or another loading rack, followed by aplurality of skids being loaded into the first loading areas and secondloading areas. For example, a loading rack may be installed or loadedinto the railway car until being disposed against the second end wall. Afirst plurality of skids may then be loaded into the railway car intothe first loading area of the loading rack. A second plurality of skidsmay then be loaded into the railway car into the second loading areas ofthe loading rack. Another loading rack may then be loaded into therailway car until being disposed against the first loading rack. And,the process may be repeated until the entire railway car is loaded, ordouble loaded, according to the specifications set forth by thecustomer, manufacturer, etc., as illustrated in FIGS. 18A, 18B and 18C.

EXAMPLES

Structural Analysis of First Loading Rack Design

The first loading rack design was built in SolidWorks®, commerciallyavailable from SolidWorks Corporation, Concord, Mass., and thentransferred to ANSYS®10.0, commercially available from ANSYS, Inc.,Canonsburg, Pa., for analysis. The first loading rack was designed touse aluminum tubes measuring 1.5 inches in diameter and 65.25 inches inheight.

Load Case 1

Using ANSYS®, the horizontal members were free to move horizontally butwere constrained vertically. A 6,000 lbs. vertical load was applied. Theprimary goal was to determine the critical buckling loads of the design.FIG. 19 illustrates the loads and constraints applied to the design.

The first buckling mode was observed when a critical buckling load wasachieved at 5.9 times the 6,000 lbs. vertical load being applied. FIG.20 illustrates the minimum and maximum deflection points of the design.The displayed deflection was amplified in order to easily see the firstbuckling mode shape.

The second buckling mode was observed when a critical buckling load wasachieved at 8.5 times the 6,000 lbs. vertical load being applied. FIG.21 illustrates the minimum and maximum deflection points of the design.Again, the displayed deflection was amplified in order to easily see thesecond buckling mode shape.

The third buckling mode was observed when a critical buckling load wasachieved at 8.8 times the 6,000 lbs. vertical load being applied. FIG.22 illustrates the minimum and maximum deflection points of the design.Again, the displayed deflection was amplified in order to easily see thethird buckling mode shape.

Load Case 2

Using ANSYS®, the legs were constrained in only the vertical direction.A 6,000 lbs. vertical load was applied in each instance. The primarygoal was to determine the amount of deformation and stress the compositematerial of this design is able to withstand. FIG. 23 illustrates theloads and constraints applied to the design.

The maximum total deformation of the composite material in theY-direction=0.161 inches as shown in FIG. 24.

The equivalent (von-Mises) stress experienced by the composite materialwas equal to 3,633 pounds per square inch as shown in FIG. 25.

The first loading rack design displayed a minimum safety factor inbuckling of 5.9 times in the most conservative restraint situation whenemploying a 6,000 pound vertical load. In use, friction will be presentbetween the legs and floor of the railway car which will increase thebuckling safety factor. The maximum stresses (3,633 psi) and deflections(0.161 inches) are well below any material or application deformationlimits as can be appreciated by one of ordinary skill in the art.

Structural Analysis of Second Loading Rack Design

The second loading rack design was built in SolidWorks® and thentransferred to ANSYS® for analysis. The second loading rack was designedto use an aluminum tube measuring 1.5 inches in diameter and 65.25inches in height. The primary goal was to determine the criticalbuckling loads of the design.

Load Case 1

Using ANSYS®, the horizontal members were free to move horizontally butwere constrained vertically. A 6,000 lbs. vertical load was applied. Theprimary goal was to determine the critical buckling loads of the design.FIG. 26 illustrates the loads and constraints applied to the design.

The first buckling mode was observed when a critical buckling load wasachieved at 12.4 times the 6,000 lbs. vertical load being applied. FIG.27 illustrates the minimum and maximum deflection points of the design.The displayed deflection was amplified in order to easily see the firstbuckling mode shape.

The second buckling mode was observed when a critical buckling load wasachieved at 14.6 times the 6,000 lbs. vertical load being applied. FIG.28 illustrates the minimum and maximum deflection points of the design.Again, the displayed deflection was amplified in order to easily see thesecond buckling mode shape.

The third buckling mode was observed when a critical buckling load wasachieved at 22.7 times the 6,000 lbs. vertical load being applied. FIG.29 illustrates the minimum and maximum deflection points of the design.Again, the displayed deflection was amplified in order to easily see thethird buckling mode shape.

Load Case 2

Using ANSYS®, the center leg and ends of horizontals were constrained inonly the vertical direction. A 6,000 lbs. vertical load was applied ineach instance. The primary goal was to determine the amount ofdeformation and stress the composite material of this design is able towithstand. FIG. 30 illustrates the loads and constraints applied to thedesign.

The maximum total deformation of the composite material in theX-direction=0.092 inches as shown in FIG. 31.

The equivalent (von-Mises) stress experienced by the composite materialwas equal to 4,369 pounds per square inch as shown in FIG. 32.

In structural analysis, the second loading rack design displayed aminimum safety factor in buckling of 12.4 in the most conservativeconstraint situation using the 6,000 pound vertical load. In use,friction will be present between the leg and the floor of the railwaycar which will increase the buckling safety factor. The maximum stresses(2,800 psi) and deflections (0.092 inch) are well below any material orapplication deformation limits as can be appreciated by one of ordinaryskill in the art.

One or more embodiments of the present invention have been described.Nevertheless, it will be understood that various modifications may bemade without departing from the spirit and scope of the invention.Accordingly, other embodiments are within the scope of the followingclaims.

1. A loading rack, comprising: at least one support structure having aplurality of support legs; at least one shelf support disposed inconnection with each of said at least one support structures; at leastone shelf having a surface disposed in connection with each of saidshelf supports; and at least one base disposed in connection with eachof said at least one support structures and opposite each of said shelfsupports, wherein said loading rack supports a vertical load of no lessthan about 6,000 pounds.
 2. The loading rack of claim 1, wherein said atleast one support structure further comprises a first bracing memberdisposed transversely from a first end of a first support leg across asecond support leg to an opposing end of a third support leg, and asecond bracing member disposed transversely from a first end of saidthird support leg across said second support leg to an opposing end ofsaid first support leg.
 3. The loading rack of claim 1, wherein said atleast one support structure comprises the following: a first supportstructure disposed in connection with a first end of said shelf; asecond support structure disposed in connection with a substantiallycentered area of said shelf; and a third support structure disposed inconnection with a second end of said shelf.
 4. The loading rack of claim1, wherein said at least one support structure is a support structuredisposed in connection with a substantially centered area of said shelf.5. The loading rack of claim 1, wherein the loading rack comprises thefollowing: a first support structure having a first support leg, asecond support leg and a third support leg; a second support structurehaving a first support leg, a second support leg and a third supportleg; a third support structure having a first support leg, a secondsupport leg and a third support leg; a first shelf support mounted tosaid first support structure; a second shelf support mounted to saidsecond support structure; a third shelf support mounted to said thirdsupport structure; a first base mounted to said first support structureopposite said first shelf support; a second base mounted to said secondsupport structure opposite said second shelf support; a third basemounted to said third support structure opposite said third shelfsupport; and at least one shelf mounted to said first shelf support,said second shelf support and said third shelf support.
 6. The loadingrack of claim 5, wherein each of said support legs are welded to each ofsaid bases and each of said shelf supports.
 7. The loading rack of claim5, wherein said shelf is staked or mechanically attached to each of saidshelf supports.
 8. The loading rack of claim 1, wherein the loading rackcomprises the following: a support structure having a first support leg,a second support leg and a third support leg; a shelf support mounted tosaid support structure; a base mounted to said support structureopposite said shelf support; and at least one shelf mounted to saidshelf support.
 9. The loading rack of claim 8, wherein said firstsupport leg, said second support leg and said third support leg are eachwelded to said support structure and said base.
 10. The loading rack ofclaim 8, wherein said shelf is staked or mechanically attached to saidshelf support.
 11. The loading rack of claim 1, wherein the loading rackcomprises the following: a first support structure having a firstsupport leg, a second support leg, a third support leg, a first bracingmember disposed transversely from a first end of said first support legacross said second support leg to an opposing end of said third supportleg, and a second bracing member disposed transversely from a first endof said third support leg across said second support leg to an opposingend of said first support leg; a second support structure having a firstsupport leg, a second support leg, a third support leg, a first bracingmember disposed transversely from a first end of said first support legacross said second support leg to an opposing end of said third supportleg, and a second bracing member disposed transversely from a first endof said third support leg across said second support leg to an opposingend of said first support leg; a third support structure having a firstsupport leg, a second support leg, a third support leg, a first bracingmember disposed transversely from a first end of said first support legacross said second support leg to an opposing end of said third supportleg, and a second bracing member disposed transversely from a first endof said third support leg across said second support leg to an opposingend of said first support leg; a first shelf support having at least onepair of shelf bracketing members and mounted to said first supportstructure; a second shelf support having at least one pair of shelfbracketing members and mounted to said second support structure; a thirdshelf support having at least one pair of shelf bracketing members andmounted to said third support structure; a first base mounted to saidfirst support structure opposite said first shelf support; a second basemounted to said second support structure opposite said second shelfsupport; a third base mounted to said third support structure oppositesaid third shelf support; and at least one shelf engaged to said atleast one pair of shelf bracketing members and mounted to said firstshelf support, said second shelf support and said third shelf support.12. The loading rack of claim 11, wherein each of said support legs arewelded to each of said bases and each of said shelf supports.
 13. Theloading rack of claim 1, wherein said loading rack supports a firstcritical buckling load of no less than about 12.4 times said 6,000 poundvertical load in a first critical buckling mode, a second criticalbuckling load of no less than about 14.6 times said 6,000 pound verticalload in a second critical buckling mode, and a third critical bucklingload of no less than about 22.7 times said 6,000 pound vertical load ina third critical buckling mode.
 14. The loading rack of claim 1, whereinsaid plurality of support legs comprise aluminum tubes.
 15. The loadingrack of claim 1, wherein said at least one base and said shelf supportboth comprise aluminum or an aluminum alloy.
 16. The loading rack ofclaim 1, wherein said at least one shelf comprises any one of thefollowing materials: plastic and composite materials.
 17. The loadingrack of claim 16, wherein said plastic comprises at least one of thefollowing: thermoplastic materials and thermoset materials; and saidcomposite materials comprise at least one of the following: fiberreinforced resin, thermoplastic materials, thermoset materials, foammaterials, polyester based polymers and urethane based polymers.
 18. Theloading rack of claim 1, wherein said shelf further comprises a firstend optionally having at least one mechanical fastener and a second endoptionally having said at least one mechanical fastener.
 19. The loadingrack of claim 1, further comprising at least one loading area having anarea sufficient to accommodate at least one skid and defined by a firstsupport structure, said surface of said shelf and a second supportstructure.
 20. The loading rack of claim 1, further comprising a loadingarea having an area sufficient to accommodate at least one skid anddefined by a first support structure and said surface of said shelf.